Railway truck



Jam.` 6, 1942. w. H. MEYER 2,268,889v

RAILWAY TRUCK Filed April e, 1959 4 shets-sheet 1 INVENTOR WILLIAM fH. MEYER` BY l (/Ql' ej @we ATTORNEY- y w. H. MEYER RAILWAY TRUCK Jan. 6, 1942.

Filed Aprill 6, 1939 4 Sheets-Sheet 2 .Wma

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INVENTOR WILLIAM H. MEYER BY @1&7 M ATTORNEY Jan. 6, -1942. w. H. MEYER RAILWAY TRUCK Filed April 6', 1939 4 Sheets-Sheet v3 INVENTOR' MEYER By ATTORNEY WILLIAM H.

Jan. 6, 1942. w. H. 4MEYER RAILWAY'TRUCK Filed April .6, 1959 4 SheetS--Sheerl 4 INYENTOR H MEYER BY ATTORNEY WILLIAM Patented Jan. 6, 1942 c lwilliam H. Meyen-st. 1min-1x10., assigner 0 General SteelgCastn'gs Corporation, Granite City, Ill., acorporation of Delaware Appunti@ Aprile; weisen@ No. 266,289.

(cl...1fo5 1sa) l .Y "j The truck frame isofl A i.ir'iitaryf construction,

The invention relates torailway rolling and consists in novel eight Wheel truck construc ltion and more particularlyan eight wheel'tru'ck having a rigid framein [which all four axlesof the truck are mounted. It is one object of the invention to simplify the truck construction. It is another object of the inventionrto avoid excessive Weight as has characterized some eight Wheel trucks due to the application of loalto, the truck frame, and particularly the Wheel pieces thereof, at points on the Wheel pieces spaced from points at whichthey are supported. It is another object ofthe invention to equalize the truck load to all of the truck `axles Without utilizing an equalizing system which comprises springs and equalizers arranged end to end and Without utilizing the` truck Wheel pieces; as equalizers.

These and other detail objects of the invention as will -appear'from the following description preferably but not necessarily, termed of' a single casting and includesyvheel pieces Il fvvith'de` pending pedestal legs I2 for slidably receiving journal boxes 6, transverse vtransoms 'I3 'and I4,l

end rails [5 and' I6,'longi'tud inal arms I1, l'and altransverse member AI8 Jintermediate transoms I3 and I 4 and provided with center platey ele-vv ments I 9 arranged toreceive thetruck load from vehicle lbody center plate. Side bearings 2i fun'c l ter'. bolster structure vwhereby the truck load isy are attained by the structure illustrated in the accompanying drawings in which Ar Figure 1 is a top View of an eight Wheeltruek; embodying one form of the invention. Figure 2 is in part a side ,elevationv and in )giartY a longitudinal vertical section taken on line 2v2 of Figure 1. Figures 3 and 4 are vertical transverse sections taken lon the corresponding section lines of Fig` ure 1. 'y

Figure 5 is a one-half longitudinal top vieWfv of an eight wheel truck embodying anotheriorm; of the invention Which includes a lateral ;mo tion bolster. Y l.

Figure 6 is a side elevation of the t1^uelcshovvnv inFigure 5. f Figure 7 is a vertical transverse section taken on line 1-1 of Figure 5. l

Figures 8 and 9 correspond toFigures but illustrate another form of the invention. Figure 10 is a longitudinal vertical sectionI taken on line IIl--III of Figure 8 1;

Figures 11, 12and 13 aretransverse vertical of Figure 9.

Figure 14 is a longitudinal vertical section corethe latter by springs II), rand since there are noreceived throughY Ythecenter "pl'ate and carried,

through arms I'I, to transoms I3, ld'and thence tothe springs Il),l equalizers 1', 8 and journal boxes vI substantially independently of Wheel pieces II Whichfunction mainly as ties between thel truck axles and as framing-members to resist longitudinal braking forcesand other forces and Which cooperate with the remaining .framingto resistftwisting and to maintain 'the truckrigid.

Sincev the load on transoms I 3,` I4 is transferred.v

towheel pieces II at the! points oi support of equalining levers pivoted `onthe wheelpieces ritermediatetheir poiniwf Support. there are np Y vertical bending moments set up in the vWheel pieces due to the vertical load thereon. Similarly the structure eliminates vertical bending I noments.from forcesfresulting from track. joints responding to `Figure ;1 0 but illustratinganother f form of the invention.

The truck shown in, Figures 1 to 4 includes i wheels I axles 2, 3, 4 and 5, journal boXesIi and drop equalizers 1 and .8 provided with seats @for the truck 'frame supporting springs I0. All,of the' above parts are of familiar formyand in themav selves do not constitute the present l.i.r1v.enti0r1r and other rail inequalities Whichtend to apply continuous shocks on vthe usual truck rframe'.

Accordingly wheel pieces l l may bemadel oli-rela` tively light cross section compared to the rela- -l tively heavy longitudinal arms I'I and transoms downwardly adjacentA their :pedestal legs to re- Iceiyethe ends-of equalizer 1.

v gIE-reterably, Vbutfnot necessarily,'=braces 20' are provided between Wheel pieces II and'arms AI'I at the middle -of the-truck and oppositetomemb er, I8. v'I'hese connectionsstiifen.the Wheel pieces for mounting a brake cylinder (not shown) and inwardly and upwardly inclined braces 25 connect bracket 24 and transom |4.

If desired, the advantages of a lateral motion bolster may be embodied in an eight wheel truck of the general type described above and such a structure as illustrated in Figures to 1 in which the truck wheel pieces 30 are of relatively light section from end to end and the center bolster longitudinal arms 3| are of relatively heavy section, the relation between these parts corresponding to that described above in connection with wheel pieces and arms I1.

The center bolster is suspended from the truck frame by swing hangers 32, pivotally connected at 33 to cross transoms 34 and, at 35, to the'ends of bolster arms 3| which are connected byv transverse members 36. load to wheel pieces 30 immediately over'the springs 31 seated on equalizers 3,8 mounted on journal boxes 39 and wheeled axles Y4|)k as in the form previously described. y f To provide access to swing hangers 32 and to the brake gear (not shown) equalizers 38-extend morenea'rly straight between journal boxes 39 and this elevates springs 31 above the level shown in Figures 2 and 4 and requires corresponding elevation of the adjacent portion of wheel pieces 30. Part of the elevation of the springs is accommodated by housing the same in the wheel pieces as shown.

Obviously with a lateral motion center bolster there can be no tie between the same and the wheelpieces as shown at 20 in the form previously described. Accordingly side lbearings 4| are carried exclusively on arms 3| and brake hanger brackets 42 are carried exclusively by wheel pieces 30. These are relatively unimportant details, the main feature being the transfer of the truck load from the center plate 42a to the truck springs and equalizers by longitudinal and transverse members which avoid settingup vertical bending moments in the wheel pieces.

Figures A8 to A13 illustrate a form of the invention which embodies what is essentially a three pointl Support for the truck frame on the truck springs.v The frame includes wheel pieces 45 with depending pedestal legs 46 receivingthe -axle journal boxes 41 similarly to the structures previously described. The journal boxes on the two left hand axles mount depressed -equalizer's-Mll which 'carry springs 49, which support Wheel pieces 45 at the ends of the frame cross transom 5D similarly to the structures previously described but the depressed equalizers 5| mountedI on the journal boxes for the two right hand axles carry a cross equalizer 52, and spring seats 53 are positioned on cross equalizer-52 at points spaced inwardly from the longitudinal equalizers 5| Springs 54 are mounted upon members 53 and are received in and directly support the frame cross transom 55.

Transoms 50 and 55 are provided with concave seats 56 for rollers R on which rest bearings 51 on the ends of the bolster arms 58. The bolster includes a center plate member 59 through which the truck load is carried to the arms as previously described.

This arrangement provides for a more even distribution of the weight to the wheels. It is the same as a three-leggedstool in which each of the three legs will always constitute a supporting member regardless of any uneveness of the flooring upon which it rests or any variation in the length of the legs of the stool. kIn a truck with a four-point spring support, when subjected to any slight track irregularity or any slight variation in the support members of the truck, one of the four points would likely be underloaded, setting up greater stresses in the truck frame and increasing the possibility of the wheel leaving the rail.

In the cross equalizer arrangement, as shown in Figures 8 to 13, the weight is more evenly distributed to the wheels when the truck travels over `l`irregularities in the track because the weight which is thrown to one side of the truck is transferred back to the other side by means of the cross equalizer. A low spot in the rail on one side of the truck would throw the weight to the other side, but the cross equalizer, due to its being fulcrumed or supported at its end portion on that Transoms 34 transfer' the side of the truck, transfers at least part of the load back to its fulcrum or support on the other side of the truck. The closer the spacing, of the points of application of the load (springs) on the cross equalizer, the more nearly equal would be the distribution of the load.

The principal advantage of the three-point spring support is that it provides a safe operating arrangement as it tends to keep the wheels on the rails when the truck travels over uneven track or when conditions are such that the load is shifted toward one side of the truck. Another advantage is that there would be less weaving of the truck frame and less overloading of the truck springs. j Y l The vertical loading 1is transmitted Vfrom the bolster arms to the transomsat substantially the same points as in the structures shown in Figures 1 to 7. On the left hand end yof the truck the load is transmitted through the transom on that end of the truck to the wheel pieces at points di.'- rectly above the springs mounted on the" equalizers, resulting in bending moments, dueto vertical looading, in the transom, but no 'bending moments, due to ,vertical loading, in thenwheel pieces. On the right hand side of the truckthe vertical load is transmittedr directly 'fromV the bolster arms to the transom on thatend ofthe truck and then directlyv to the springs and 'cross equalizer without subjecting the transom for wheel pieces to` bending momentsdue' to vertical loading. f

Chaiing plates 60 (Fig. 10) are provided between the center bolster and the truck frame transoms and stop plates B l are also provided on the bolster brackets 62 to engage transom lugs 63 and prevent vertical displacement of the center bolster relative to the truck frame.Y Brackets 64 (Figs. 11 and 12) are provided ongthe'cross transoms to form stops for limiting lateral'rnovement of the bolster. p

The concave upper and lower'engagingi `faces of seats 56 and bearings 51`respectivelyfprovide a lateral resistance centering rnear'is between'ythe bolster and the truck frame. i

Figure 14 corresponds to Figure l0, but shows a truck 'in which the bolster 10 is rigidwiththe truck frame transoms 1| and 12. The equalizing arrangement is the same as shown in Figures 8 to 13 and the right hand transom 12 ai'i'd the Wheel pieces are free of bending momntsfdue to vertical loading, the same `as in theo'ther'st'ructure. T In both of the cross equalizer 'structures the right hand transom is made lighter 'thanfthe left hand transom to compensate" for 'theweightfof the cross equalizer', 52 or13, thustendingfto keep the weight of a cross*equalized'c'onstruction Ythe same as a Anon-cross equalized ,or four-point spring support construction.-

The construction may be varied. in other ways than those illustrated and described, and the exclusive use of such modifications as come within the scope of the claims is contemplated.

What is claimed is:

1. In) a railway truck, four wheeled axles, equalizers between and carried upon the end axles and adjacent axles, and a truck frame including continuous rigid wheel pieces supported on said equalizers, there Lbeing a bolster member, with a center plate at the approximate level of said wheel pieces, for receiving the truck load and transferring it to said Wheel pieces at points adjacent the points of support ofthe latter from said equalizers whereby said wheel pieces are substantially free of bending moments due to the truck load.

2.. A truck as described in claim 1 in which the bolster member and the wheel pieces comprise a rigid unitary frame structure.

3. A truck as described in claim 1 which also includes braces between the bolster member and the wheel pieces intermediate the points at which the bolster is supported on the wheelpieces.

4. A truck as described in claim l in which the bolster member is movable laterally of the truck relative to the wheel pieces.

5. In a railway truck, four wheeled axles, journal boxes thereon, equalizers between and supported upon adjacent journal boxes, springs on said equalizers between the boxes supporting the same, a continuous rigid wheel piece at each side of the truck mounted on all of said springs on that side of the truck, a center bolster for receiving the truck load, and means transferring the same to said wheel pieces at points immediately over said springs.

6. In a railway truck, four wheeled axles, journal boxes thereon, equalizers between and supported upon adjacent journal boxes, springs on said equalizers between the supports therefor, a rigid frame overlying all of said axles and mounted on all of said springs, transverse transoms abreast of said springs and extending between and carried bythe sides of said frame, swing hangers suspended from said transoms at points on the latter spaced inwardly from the sides of said frame, and a center bolster having a portion for receiving the truck load and having arms extending longitudinally from said portion and transferring the load to said transoms at points on the latter spaced inwardly from the sides of said frame.

7. A truck as described in claim 5 in which the center bolster is movable laterally of the truck relative to the wheel pieces.

8. In a railway truck, four wheeled axles, equalizers between and carried upon adjacent axles, and a truck frame including continuous wheel pieces and transverse transoms between said wheel pieces forming a rigid structure supported on said equalizers, at points in transverse alignment with said transoms, a bolster member including a load receiving portion and arms extending longitudinally of the truck between and carried by said transoms and spaced inwardly from said wheel pieces, said bolster member also including a load receiving portion carried by said arms intermediate said transoms, said Wheel pieces, transoms and bolster load receiving portion being located at substantially the same level.

9. A truck as described in claim 8 in which the longitudinal arms `of the bolster member comsupported by-saidequalizers, a frame directly supported by said springs, and a center bolster, all portions of which are located `alllproxirnately below the tops of the spring engaging .portions of said frame, for receiving the, truck load and transferringthe same -tosaid truck frame .at l

points immediately :over said springs. 11. In a railway-truck, four wheeled axles,

journal boxes thereon, equalizers between and supported upon adjacent journal boxes, springs supported by said equalizers, a frame supported by said-springs and comprising continuous rigid wheelpieces at each side of the truck and longitudinally spaced transverse transoms between said wheel pieces, there being a center bolster, all portions of which are located approximately below thetops ofthe spring engaging portions of said frame, having a portion for receiving the truck load and having arms extending 1ongi tudinally from said portion and elements at the ends of said arms transferring the load therefrom to said transoms at points on the latter spaced inwardly from saidv wheel'pieces and then to said springs, whereby said wheel pieces are substan-l tially free ofA bending moments due to the truck load.

` 12. In a railway vehicle truck, four wheeled axles, longitudinal equalizers between and carried upon each pair of axles at opposite ends of the truck, a cross equalizer carried by the longitudinal equalizers between the two axles at one end of the truck, a truck frame'supported at one end on said cross equalizer and at its opposite end on the corresponding longitudinal equalizers, a bolster member for receiving the truck load and supported on said frame adjacent its points of support from said cross equalizer and said longitudinal equalizers.

13. In a railway truck, four wheeled axles, journal boxes thereon, equalizers between and supported upon adjacent journal boxes, springs supported by said equalizers, a unitary rigid frame mounted directly on said springs and having continuous wheel pieces extending over all of said axles and including pedestals for slidably receiving said journal boxes, there being a center bolster at substantially the same level as said wheel pieces for receiving the truck load and transferring it to said frame at points adjacent to its supports onsaid springs.

14. In a railway truck, four wheeled axles, journal boxes thereon, equalizers located between each end axle and its adjacent middle axle and supported by corresponding journal boxes, springs supported by said equalizers, a single rigid frame including transverse transoms, said frame being directly supported by all of said springs adjacent to said transoms, and a center bolster for receiving the truck load and transferring it to the truck frame adjacent to said transoms, said center bolster being yieldingly mounted on said transoms.

15. In a railway truck, four Wheeled axles,

on all of said springs and directly supported by al1 of said springs, said frame including wheel pieces and transverse transoms, said transoms having portions located at substantially the same level as the tops of said springs and adjacent to said springs, and a center bolster for receiving the truck load and having longitudinally extending arms for transferring the load to said transorrr portions. p 16.A In a railway vehicle truck, four wheeled axles, longitudinal equalizers between and carried upon each pair of axles at opposite ends of the truck, a cross equalizer carried directly by the longitudinal equalizers between the two axles at one end of the truck, springs carried on said cross equalizer at points spaced inwardly from said longitudinal equalizers, said springs, cross equalizer and its carrying equalizers comprising a yielding load-equalizing system having its center at the longitudinal center line of the truck, springs carried respectively by the longitudinal equalizers at the other end of the truck, said latter-mentioned springs and their carrying equalizers comprising individual yielding loadequalizing systems independent of each other and having their respective centers at the sides of the truck, and a frame for receiving the vehicle load and transferring it through said spring systems to said axles.

17. In a railway vehicle truck, four wheeled axles, longitudinal equalizers between and carried upon each pair of axles at opposite ends of the truck, a cross equalizer carried by the longitudinal equalizers between the two axles at one end of the truck, a truck frame supported at one end on said cross equalizer and at its opposite end on the corresponding longitudinal equalizers, a bolster member for receiving the truck load and supported on said frame at points spaced inwardly of the truck from the points of support of said frame on said latter-mentioned equalizers and at points substantially over the points of support of said frame on said cross equalizer.

18. In a railway vehicle truck, four wheeled axles, equalizersbetween said axles, a truck frame supported on said equalizers and comprising wheel pieces and transverse transoms, and a truck bolster member for receiving the weight of the vehicle body and transferring it to said transoms and wheel pieces at points 0n said frame adjacent its supports whereby said wheel pieces are substantially free of bending moments due to the truck load, said wheel pieces, transoms and bolster member being at substantially the same level and below a vehicle body carried by the truck.

19. A truck as described in claim 16 which includes a bolster and means supporting the same on the truck frame and providing movement of the bolster laterally of the truck and relative to the equalizers.

20. A truck as described in claim 16 which includes roller elements mounted on the truck frame and a bolster carried on said elements and movable thereon laterally of the truck frame.

WILLIAM I-I. MEYER. 

